Full pressure suit activation system with eject capabilities



Nov. 22, 196 6 D. D. MANGlERl FULL PRESSURE SUTT ACTIVATION SYSTEM WITHEJECT CAPABILITIES 6 Sheets-Sheet 1 Filed July 26, 1965 2, 1956 D. D.MANGIERI FULL PRESSURE SUIT ACTIVATION SYSTEM WITH EJECT CAPABILITIES 6Sheets-Sheet 3 Filed July 26, 1965 DAN/51. D. MAM/ uiz Wm 22; of477014?? D. D. MANGIERI Nov. 22, 1966 3,286,373

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DAN/1. D. MANG/EB/ RNEXS United States Patent tary 0f the Navy FiledJuly 26, 1965, Ser. No. 475,025 5 Claims. (Cl. 35-12) The inventiondescribed herein may be manufactured and used by or for the Governmentof the United States of America for governmental purposes without thepayment of royalties thereon or therefor.

This invention is a continuation-in-part of patent application SerialNo. 435,097, filed February 24, 1965.

This invention relates to an ejection seat trainer and particularly to afull pressure suit activation device utilized in conjunction with thetrainer.

The ejection seat trainer 10, illustrated in FIG. 1, provides arealistic and efiicient means of training pilots in the correctprocedure and characteristics of seat ejection from planes. It promotesconfidence by acquainting pilots with the sensations ofcartridge-powered seat ejection under conditions of optimum safety. Thecockpit, seat, and controls simulate or duplicate the physicaldimensions and shapes of airborne equipment. The cockpit mockup 12simulates controls and obstructions which the student must operate oravoid to eject successfully and without injury from an airborne cockpit;the trainers obstructions yield safely and provide visual and audiblesignals if struck. Switches actuate signals on the instructors panel asthe student performs each step of the ejection procedure, enabling theinstructor at all times to monitor the correctness and progress of thetraining procedure. The instructor, by means of switches on his panel,can'at any time prevent the student from ejecting or can secure allpower to the trainer. The location of the instructors panel is such thatthe instructor at the panel and the student seated in the ejection seatare within view of and'facing each-other.

When the student 14 has followed the required procedural steps inpreparing to eject, and the instructor, monitoring the instructors paneland watching the students movements, has satisfied himself concerningthe correctness of the procedure, a catapult safety device is releasedby the'instructor 16. This action enables the students final move tocause an ejection cartridge to be fired. Seat and student are ejectedupward, out of the cockpit, along the tower guide rails 20. The deviceproduces a maximum seat travel of about 15 feet, and subjects thestudent to less than half the g force which he would experience in anactual airborne ejection. The elevated tower 18 contains the guide rail20. The descent of the seat down the tower guide rails is powered bygravity, controlled by mechanical governors, and is cushionedby ahydraulic-pneumatic seat catch system.

In addition, the ejection seat trainer providesbreathingand-ventilation-air sources, controls and fittings so that theseat ejection training may be accomplished with the student clothed inhis Mark IV full pressure suit. When the student wears his full pressuresuit and he is seated in the ejection seat prior to ejection, he isprovided with breathing and ventilation air from an air compressor, andmaintains voice communication with the instructor through integralintercommunication equipment. By manipulation of a manually-operatedvent-exhaust control valve, the instructor may control thepressurization of the full pressure suit from zero p.s.i.g. to 3.5p.s.i.g. This control by the instructor enables him to simulate for thestudent any corresponding pressure to which the student would besubjected in the event of partial or complete loss of cabinpressurization at any altitude from 35,000 feet to 100,000 feet.Pressurization of the suit is an important feature of the trainingprocedure because pressurization of the suit makes the studentsmovements more cumbersome. By acquainting himself with the sensationsand exertions he must experience to accomplish the ejection procedurewhile subjected to pressurization of the suit, the student gains.confidence in his ability to successfully complete the procedure. Uponejection, the student is automatically disconnected from the simulatedaircrafts breathing air and ventilation air source, i.e., the trainingdevices air compressor.

A structural-steel base'22 bears the elevated tower 18 together with theseat which moves along the tower. The base functions as a strong, stableand level foundation when raised on its self-contained leveling jacksand when counter-balanced by spreading out its trail beams 24 to form aY configuration. Heavy, self-contained casters 26 provide the base with.mobility, and the outspread trail beams can be folded inward to reducethe overall width of the unit and increase its maneuverability. A plumbbob suspended from the tower and hanging over an inscribed plate aflixedto the base, makes apparent at all times whether or not the base istruly level.

The tower 18 which functions as a guide track for the ejection seatwhich moves along the tower, is constructed from two steel channelsassembled into a strong and rigid box section. 'It is hinged to the baseso that it can be lowered to a horizontal position on the base formoving or storage, or can be raised to an angle of 73 /2 degrees andbraced with steel tubes so as to offer an inclined track for travel ofthe ejection seat 28 (see FIG. 5). Along the length of the tower aremounted the two steel rails which guide and hold captive the seat sledand seat, andtwo steel racks which engage spur-geared governors mountedon the seat sled. The tower also acts as a frame to support afriction-type safety brake (not shown) to stop the seat should the seatovershoot its designed 15 foot travel up the tower. The tower alsosupports a pneumatic-hydraulic system seat catch which engages and stopsthe descending seat.

The cockpit 12 functions as a frame for seat and student and as asupport for an access ladder, mounting platforms, rudder-pedal mockup,and devices such as throttle, emergency canopy release, and a simulatedcontrol stick.

It is an important object of the invention to provide full pressure suitcapabilities for a pilot in order to train him under simulatedconditions to experience the identical conditions in case of operationalejection from a plane.

It is another object to provide air under pressure to a pilot traineewhen he is ejected from an aircraft under simulated conditions.

It is still another object to provide a quick disconnect means betweenthe ejection tower and the ejection seat so that a supply of oxygen/ airis provided for the period after ejection to simulate actual conditionsof when the pilot is out in space, free of his aircraft.

It is yet another object to provide a constant supply of air underpressure to a storage source, so that it will be unnecessary todismantle the training equipment and to replace exhausted supplies ofair.

And it is another object to control the air under pressure so that thepressure utilized in actual operational performance is duplicated.

It is still a further object to provide a simplified structure, havinggeneral application for all types of aircraft, which control and supplyair to the pilot trainee in close simulation of actual operatingconditions.

And it is still yet another object to provide a device may be utilizedto provide the training equipment is limited.

It is yet another object to provide a two-way communication systembetween the instructor and the student where the freedom for the use ofthe hands is maintained.

Other objects and many of the attendant advantages of this inventionwill be readily appreciated as the same becomes better understood byreference to the following detailed description when considered inconnection with the accompanying drawings wherein:

FIG. 1 is a perspective view of an ejection seat trainer in use today;

FIG. 2 is a graph showing the relationship of compressed airrequirements for a pressure suit with relation to altitude;

FIG. 3 is a schematic illustration illustrating provision of compressedair in the system;

FIG. 4 schematically illustrates the full pressure suit capability inthe seat;

, FIG. 5 illustrates the quick disconnect and compressed air cut-offconstruction;

FIG. 6 shows the seat pan and pressure suit capability as actuallyconstructed; and

FIG. 7 schematically follows the provision of air to the pilot and tohis pressure suit.

A cabin is pressurized and is ordinarily maintained at 5-15 p.s.i. Whenpressure is lost, the aircraft flies at ambient altitude. To survive,man must have at least 3.0 p.s.i. of pure oxygen. Since oxygen comprisesroughly twenty percent of air (the other inert compounds not beingmaterial here), 3.0 p.s.i. of pure oxygen is the equivalent of 15 p.s.i.of air. Thus, at 35,000 feet altitude, 100% pure oxygen is required at 3psi. In FIG. 2, a curve illustrating the diminishing of pressure in thesuit as the altitude rises over 35,000 feet, is shown. At 35,000 feet,no pressure in the suit is required. However, at 40,000 feet, about .77p.s.i. is required, and so on until at a maximum altitude of 100,000feet, a pressure of 3.34 p.s.i. is required. Thus, the pressure suit ofthe pilot provides differential pressure between ambient pressure and3.5 p.s.i.g.

When the student utilizes his pressure suit in the training forejection, he leaves the pressurized cockpit 12 in his ejection seat andnow must be provided with air while in space to survive.

During the captive ascent and descent of the ejection seat up and downthe tower the student is furnished with air for breathing from twobailout-oxygen bottles contained in the seat pan of the ejection seat.Because the capacity of the bailout-oxygen bottles is limited and mustbe conserved the vent-exhaust valve is closed by means of a lanyard toautomatically close upon ejection of the seat, resulting in stoppage ofventilation with consequent maximum pressurization of the suit duringejection. The invention about to be described provides the necessaryoxygen and suit pressurization.

The ejection seat trainer, may be employed with or withouttullpressure-suit activation. To enable full pressure suit activation,an air compressor assembly is furnished as an integral part of thedevice. The air compressor assembly furnishes compressed air forventilation, pressurization, and breathing through a 90 p.s.i. air hoseand through an 1800 p.s.i. air hose. Regulators and fittings containedWithin the seat pan of the ejection seat receive compressed air [fromthe compressor assembly during such times as the seat is in pre-ejectionposition, and feed the air, via hoses from seat pan to the full pressuresuit. The seat pan also contains bailout-oxygen bottles which receiveand store 1800 p.s.i. air from the compressor when the seat is inpre-ejection position. When the seat is ejected up the tower, the seatis separated from the compressed air couplings through which it fonmerlyreceived air from the compressor, and at that time and during theremainder of ejection the compressed air bottles within the seat panfurnish the required pressurization and breathing air. To conserve thelimited supply of air in the bailout-oxygen bottles, theventilation-exhaust valve in the seat pan, to which the vent-exhausthose from the suit is connected, is caused to automatically close bymeans of a lanyard if not manually closed prior to ejection. Thisresults in stoppage of ventilation through the suit during ejection, anduse of the air solely for breathing and pressurization. Used thusly, thesupply of air in the bottles Will last approximately five minutes. Forreasons of safety, economy and practicability, compressed air is usedior fiull-pressure suit activation rather than aviators breathingoxygen.

The air compressor 30 (FIG. 3) is a three-stage, aircooled, 1500 r.p.m.,3.5 c.f.m., 2200 p.s.i.:g, reciprocatingtype unit driven by twin V beltsfrom a 3 H..P., 175 0 r.p.m., 110 volt, single-phase -60-cyclecapacity-start inductionrun electric motor 32 drawing a maximum currentof 34 amperes. Electrical power input to the motors magnetic controller38 is controlled by a start-stop toggle switch 34. A pressure switch 36i the air-discharge line of the air compressor is electrically connectedto the magnetic controller 38 and automatically stops the air compressorwhen the discharge pressure reaches 1800 psig. and restarts thecompressor when t'he pressure'falls to 1400 p.s.ig. A contaminantsdischarge filter 40 in the air compressor discharge line 42 ensuresdelivery of oil-[free and clean air to the pressure suit. A bleedervalve 44 at the bottom of the discharge-air filter is installed forstarting-up the compressor, and relieving moisture and oil; it ismanually opened when starting the compressor and closed after starting.The relief valve 46 acts as a safety and the inlet filter 4-8 cleansincoming air. A check valve 50 immediately downstream of the filterprevents any highpressure air remaining in the accumulator tanks from aprevious operation from escaping through the bleeder valve 28 when thevalve is opened. Two air accumulator tanks 52 act as a reservoir andsurge tank for the discharge air; each tank is provided with a separateshutoff valve 54 which, during operation, must remain normally open. Theair inlet line from the compressor 30, the accumulator tanks 52, and theoutlet line, are all connected to a common manifold 56. The outlet linefrom the manifold feeds directly into the 1800 p.s.i. line 58, and alsoprovides 1800 p.s.i. air via the line 60 to the inlet of a 90 p.s.i.regulator 62. The regulator 62 is a standard oxygen-type regulator, withintegral inlet (high pressure) gage 64 and outlet (low pressure) gage66. Hose connectors 68 and 70 are fitted in the 90 p.s.i. lineimmediately past the 90 p.s.i. regulator 62, and in the 1800 p.s.i. line58 after the manifold 56. Two flexible hoses 72 and 74, color-coded toidentify the 90 p.s.i. hose from the 1800 p.s.i. hose, are provided withthe assembly. These hoses are used, to connect the air compressorassembly to female couplings 76 and 78 attached to the tower 18; thecouplings of the tower connector have integral check valves within themso that if the air cornpressor hoses are disconnected, compressed airwill not back-flow from the seat pan and escape to the atmosphere.

As is shown in FIG. 5, permanently afiixed on L- brackets to theleft-side of the tower 18 near the cockpit (not shown) are the twofemale coupling-body assemblies 76 and 78 with integral check valves.The 90 p.s.i. hose 72 and the 1800 p.s.i. hose 74 from the aircompressor assembly are connected, when full-pressure-suit activation isprepared for, to their respective couplings; the female ends Of thecouplings 76 and 78 remain exposed. On the seat sled is affixed anL-bracket 80 containing two male coupling nipple assemblies 82 and '84which mate with the exposed female couplings 78 and 76 on the tower whenthe instructor manually employs the connect lever 86 and the cam 88 inthe pro-ejection position. Like the couplings on the tower, thecouplings on the sled also contain integral check valves withinthemselves.

When the seat is ejected and rises, causing the seat connector couplings84 and 82 to disengage from the tower connector couplings 78 and 76, thecheck valves in the couplings close, and so compressed air stored in thebailout-oxy-gen bottles I100 within the seat pan 90 will not escape tothe atmosphere through the parted couplings of the sled. The sledcouplings are connected by hose 92 for 90 p.s.i. air and by hose 94 for1800 p.s.i. air to the seat pan fittings 93 and 95 (see FIG. 6).

The functions of the bottles, valves, fittings and gages containedwithin the seat pan 90 of the ejection seat are: (l) to store air withinoxygen-bailout bottles to provide breathing and pressurization air tothe full pressure suit when the seat is separated from the aircompressor assembly during ejection; (2) to provide air at a reducedpressure of approximately 5 p.s.i. for ventilation of the full pressuresuit during pre-ejection; (3) to provide breathing air at between 40 and90 p.s.i. to the helmet of the suit; (4) to provide a means, b amanually controlled valve, of manually controlling the flow ofventilation-exhaust air exhausting from the suit and so controlling thesuit pressurization; and (5) to provide electrical connection betweenthe communication line from the suit helmet to the communication kit,via the in structors panel.

As is best shown in FIGS. 4 and 5, the 1800 p.s.i. hose 94 from theseat-tower connector 84 supplies high pressure charging air through acheck-valve (not shown) in the fitting 84 into the extension block 96.From the block 96, the hose 94 under high pressure connects to acharging adapter 98, where the flow of oxygen or air is slowed downbefore connecting via the hose 100 to the inlet end of pressure reducer102. The flow is restricted and slowed in order to avoid excesspressures on the storage container, with the attendant danger ofbreakage. The hose 100 is convoluted at 103 to form a spring-likesection so that unusual surges of fluid or excessive local pressureswill be offset to prevent the hose line from rupturing. The inlet 104 ofthe pressure reducer 102 is connected directly to the storage containers106. Air is stored therein at 1800 p.s.i. and when needed, is returnedto the pressure reducer 102, where presure is reduced to 60 p.s.i.before the transfer via the conduit 108 to the inlet end of the checkvalve 110'. The use of the pressure reducer 102 both for inflow of fluidsuch as oxygen or air to the container 106 and for return flow from thecontainer on its way to the pilot serves a twofold function. A greatercompactness of construction is possible. But in addition, a manifoldconnector is not required to supply outputs for oxygen or air. The otherend of the check valve 110 is connected via the connector 112 to theT-valve 114. The hose 92 supplies oxygen or air at 90 p.s.i. to theother end of the T-valve 114 via the connector 116. This provides oxygenor air from two sources. Since the oxygen or air entering the T-valve114 from the hose connection 116 is at 90 p.s.i. and is greater than thepressure of 60 p.s.i. supplied via the connector 112, the check valve110 is normally closed and the oxygen/ air in the storage containers 106is preserved for emergency use. Should the pressure in the line 92 fallbelow 60- p.s.i., the check valve would open, to supply oxygen or airfrom the reserve containers. Thus, when the pilot ejects from thecockpit, the hoses from the air compressor are disconnected and the 90p.s.i. pressure is lost. Then, the check valve 110 will open to permitthe oxygen or air from the containers 106 to flow through the connector126 to the helmet and the pressure suit 134. The re maining port 118 isdirectly connected to a transverse T-connector 120. The T-connector 120is provided with a safety plug 122 to protect the device againstpressure reaching in excess of 120 p.s.i. In the event the regulator isnot properly adjusted, or malfunctions, or if excessive pressure isadmitted to the 90 p.s.i. hose, the safety plug will protect the helmetand regulator from damage. The

other port 124 is connected to the distributor T-connector 126 forproviding oxyge-n/ air to the helmet of the pilot, and to the pressuresuit he uses. This is provided by the hose 128 to the helmet regulatorindicated on the pilot and by the conduit 130 to a pressure regulator132, where the pressure is further reduced to 5-10 p.s.i. prior todelivery to the inlet valve of the full pressure suit 134 by means ofthe quick disconnect member 96. (See FIGS. 6 and 7.)

The vent exhaust hose 136 from the suit 134 mates with the vent exhaustfitting 138 which leads into the pan seat 90. The end of a hose 139inside the seat pan is connected to a manual gate valve 140 which opensto the atmosphere through the side of the seat pan. When this valve,referred to as the vent exhaust control valve 140, is fully open, theair within the suit is permitted to exhaust to the atmosphere, and nopressure can build up within the suit except for a very small pressuredue to the resistance of the suit itself to the air flow. A low pressuregauge mounted on the seat pan adjacent to the vent exhaust control valve140 indicates the pressure in the vent exhaust line. With the valve 140fully open the suit-pressure gauge will indicate zero pounds per squareinch. When the valve is fully closed, air cannot exhaust from the suit,and the pressure within the suit will build up to a maximum of 3.5p.s.i.g. By manipulating the valve to any degree of closure betweenfully open and fully closed, the pressure in the suit may be maintainedat any desired pressure between the zero p.s.i.g. and 3.5 p.s.i.g. Bythis means, the suit may be pressurized to simulate any differentialpressure to which the student would be subjected by ambient pressure onhis suit at any altitude between 35,000 and 100,000 feet and above.

An electrical lead 142 extends up through the seat pan 90 and terminatesin an electrical disconnect 144 for connection to the communication line145 from the full pressure suit 134. The other end of the lead 142passes out through the seat and terminates in the electrical disconnect(not shown) on the seat sled which mates with an electrical disconnect(not shown) on the tower when the seat is in its pre-ejection position.When the seat is ejected and the electrical disconnects are separated,and voice communication between the student and the instructor isterminated.

A self-contained transistorized dual channel amplifier 135 is used forvoice communication between the trainee and the instructor. Theamplifier is powered by a nine volt dry cell battery (not shown). Thecommunication amplifier 135 is energized by means of an on-off switch(not shown) ganged to the volume control of the incoming channel. Nowarm-up period is required to place the amplifier into operation. Theinstructor is provided with a two-way system (not shown) which he mayutilize without requiring manual manipulation. This leaves his handsfree for operational instruction of the trainee. In operation, a pilot14 is seated on ejection seat trainer 10 preparatory to being ejected.He pulls the face curtain 11 over his head and when the cartridge isfired, he is ejected upward free of the cockpit 12, in a realisticmanner. When this occurs, the connectors 82, 84 disconnect from thefixed connectors 76 and 78 as is illustrated in FIG. 5.

Prior to this step, compressed oxygen or air at 1800 lbs. per squareinch has been supplied to the storage tanks 106 via the hose 74.Compressed air at 90 lbs. per square inch has been supplied to theT-connector 114 via the tubing 72. The air from the storage chamber 106is also supplied to the T-connector 114, but is reduced prior to entryto about 60 lbs. per square inch by the pressure reducer 102. When thepilot has been ejected, the valves 76, 82 and 78 and 84 aredisconnected, and the supply from the connector 92 to the T-connector114 is cutoff. This causes the air to flow from the pressure reducer 102through the line 108 to the connector 114. From the connector 114, airis sent to the pilots helmet via the line 128 and to the pressure suitvia the line 97. It is desirable to circulate the air through thepressure suit, and this is accomplished through the line 136. A lowpressure gauge (not shown) is provided in the seat adjacent to the pilotso that the instructor may see the pressure on the vent line. Thecommunication line 145 permits communication between the instructor andthe student until ejection.

Obviously many modifications and variations of the present invention arepossible in the light of the above teachings. It is therefore to beunderstood that within the scope of the appended claims the inventionmay be practiced otherwise than as specifically described.

What is claimed is:

1. The method of training pilots to cope with ejection condition from anairplane comprising the steps of placing'the pilot in a simulationairplane ejection apparatus having an upwardly inclined guide tower,

simultating oxygen conditionsin an airplane,

accelerating the pilot along said upwardly inclined guide tower,

providing oxygen under pressure to the helmet and to the suit of thepilot while he is moving along said inclined guide tower in realisticsimilarity to actual ejection conditions, and

increasing the oxygen supplied to the suit as the simulated altitudebecomes greater, whereby the pressure suit provides diflerentialpressure between ambient pressure and that of 3.5 p.s.i.g.

2. The method of claim 1 and including the step of providing oxygen tothe pilot at substantially 40-90 p.s.i. whereby normal breathingconditions are maintained.

3. The method of claim 2, and including the steps of,

providing communication between the pilot and an instructor by radiosignals, and

disconnecting the communication line between the pilot and instructorupon accelerating of the pilot in order to end voice communication inthe manner of actual ejection conditions.

4-. The method of claim 1 and including the steps of the instructorfacing the pilot and operating a control panel to prevent ejection ofthe pilot or to secure all power to the ejection apparatus.

5. The method of claim 1 and including the steps of the instructormonitoring on said control panel the correctness and progress of thepilot during the training procedure, and

when the procedure is correct operation by the instructor of a controlswitch to enable the pilot to actuate the pilot acceleration apparatus.

References Cited by the Examiner UNITED STATES PATENTS 2,627,675 2/1953Kittredge 35-12 FOREIGN PATENTS 918,705 2/ 1963 Great Britain.

EUGENE R. CAPOZIO, Primary Examiner.

R. E. KLEIN, Assistant Examiner.

1. THE METHOD OF TRAINING PILOTS TO COPE WITH EJECTION CONDITION FROM ANAIRPLANE COMPRISING THE STEPS OF PLACING THE PILOT IN SIMULATIONAIRPLANE EJECTION APPARATUS HAVING AN UPWARDLY INCLINED GUIDE TOWER,SIMULTATING OXYGEN CONDITIONS IN AN AIRPLANE, ACCELERATING THE PILOTALONG SAID UPWARDLY INCLINED GUIDE TOWER, PROVIDING OXYGEN UNDERPRESSURE TO THE HELMET AND